Railway car



Sept. 2131927.` 1,643,834

' l Tr. cANFn-:LD

RAILWAY CAR Filed Aug. 5, 1925 5 Sheets-Sheet l l U3' C) Sept. 27, 1927.

L. T.l CANFIELD RAILWAY CAR Filed Aue. s, 1925 5 Sheets-Sheet 2 N me IIIL

Sept. 27, 1927.

L. T. CANFIELD RAILWAY GAR Filed 'Aug'. 3, 1925 f 2a Q Q Q Sept; 2711927.

. 1,643,834 l.. T. CANEIELD RAILWAY CAR 5 Sheets-Sheet 4 v Filed Auz. 3. 1925 [mwen 074:

Sept. -27,*192'1. l 1,643,834

L T.` CANFIELD RAILWAY CAR med Aug. s, 192:5- s sheets-sheet' 5 35 of Fig. 8;

Patented Sept. 27, 1927.

UNITED STATES PATENT OFFICE.'

LEWIS T. CANEIELD, or CHICAGO, ILLINOIS, AssI'G'NoE To' UNION DRAFT GEAR` Coivr# PANY, or CHICAGO, ILLINOIS, A CORPORATION or DELAWARE.

RAILWAY CAR.

Application filed August 3, 1925. `Serial No. 47,686.'

The invention relates to means for applying draft and buffing devices to railway cars, its objects being to provide a removable buffer plate; to provide a construction in which the draft gear may be inserted-longitudinally between the draft sills'and be supported directly by such sills; and to provide further improvements in the application, of draft devices to railway cars, that will hereinafter appear. The invention consists in a structure such as illustrated in the accompanying drawing, in which Fig. 1 is a detail vertical central longitu-v dinal section through a car frame, with the improved device applied; y

Fig. 2 is a similar View with the movable parts in different position;

Fig. 3 is a detail plan section through the 2o car framing and the draft device;

Fig. 4 is a detail plan view of the centrar portion of a-car framing, with a modified form of the improved device'applied thereto.l a portion of the end wall of the car being shown in section; f

Fig. 5 is a detail sectional view on the line 5 5 of Fig. 4; y

Fig. 6 is a detail transverse vertical section on the line 6 6 of Fig. 5;

Fig. 7 is a detail end elevation of theV car;

Fig. 8 is a view similar .to Fig. 1,'the improved device being of somewhat modified form; x

Fig. 9 is a sectional detail on the line 9-9 Fig. 10 is a detail side elevationV of one of the draft sills of the'car, adapted for the application of the improved device of the form shown in Figs. 8 and 9;

Fig. 11 is a view' in perspective of on form of retaining key used in the improved device;

Fig. 12 is a view similar .to Fig. 8 showing a further modification; l

Fig. 13 is a detail section on the line 13- 13 offFig. 12; n w

Fig. 14 is a view in perspectiveof a keyholding socket plate used in the form of the device illustratedV in Figs. l2 and 13;

Fig. 15 is afdet-ail plan view of aV car framing and draft gear, some of the parts being shown in section; and i Fig. 16 is a detail sectional vlew line 116-16 of Fig. 15.

It has heretofore been the practice, and

on v the so far as I amnow advised, the invariable practice, to permanently secure the bulfingV block or plate with which the coupler horn makes contact under'severe bufling actions permanently to the car frame while the car is undergoing the process of building. As a necessary result of thispracticetlie draft gear must be applied by raising it up under the car frame and entering it between the draft sills from below. This involved the employment vof such beam forms for the draft sills as would provide the necessary clearance to admit vthe draft gear, and it Afurther compelled the use of a supporting saddle, usually in the' form of a heavy bar attached to the sillsy for supporting the draft the draft gear yoke ridingupon this saddle and thedraft gear proper being supported by the yoke. Y

The employment of a removable buffer block or plate as provided by this invention not only cheapens the original cost of manu# factureof the car and permits the use of beams of stronger sectional form, but provides a better and more reliable support for the draft gear, improvedmeans for transmitting the stresses of draft to the car frame, and facilitates thev assembly of the parts and their removal for purposes'of repair and replacement. l 85 Y The buffing plate 2O is provided with an f Vaperture. through its face-for .the'accommd dation vof the coupler butt 21, this aperture4 being surrounded by an instanding. flange 22. Extending backwardly fromthe buffer plate 2O are a pair of side walls 23 adapted Yto lit between the cen-ter or draftsills 24,y

and when a sectional beam form for the draft sills is employed which provides an instanding foot flange, as shown for example in Fig. 6, the 'walls 23 may be flanged inwardly'at their lower margins to conformY to and rest upon such flanges. Y

`The walls 23 are connected at their upper margins by atransverse Wall 26, materially strengthening the structure. This topfwall is provided with a shoulder 27 for bearing against the end sill 28 of the car. .an outer vertical flange 29 may extend backwardly from each Vof the4 side margins Vofthe plate 20, being spaced apart from the wall23 to admit the web of the sill 24, this flange being turned outwardly as shown at BO'to lengage theV ends ofy the outstandingnflanges 'of the sill. f

by the character of the The buffer element is retained in place by means of keys 31, 32 inserted through both its side walls 23 and the sills 24, and retainer in place by any suitable means. The positioning as well as the form of these keys, and the length of the walls 23 will be determined draft rigging tobe employed on the car. In the construction illustrated in Fig. 9' both the `upper and lower keys 31 and 32 are of suflicient length to pass through both of the sills. They are headed at one end and secured in place either by eotters or bolts passing through suitable apertures adjacent their opposite ends. In the construction shown in Fig. l6 the lower keys 33, shown in perspective in Fig. 11 are of special form, the body portion being short and extending inwardly through the sill and terminating at the inner face of the wall 23. From this body portion there depends an outstanding flange adapted to seat upon the outer foot flange of the sill, to which it may be bolted as shown.

vIn the construction illustrated in Figs. 12, 13 and 14 the lower key 32 is of the long form and extends through downstanding extensions 34 of the walls 23 and through the eyes of socket plates 35 riveted to the foot flanges of the sills.

|The vertical alignment of the upper and lower keys may be varied and they may be positioned longitudinally of the sills to adapt them for use in connection with different forms of yokes, and lsomewhat vary their function. For example, in Fig. 12 a form of yoke is shown which requires the upper key to be located well forward to provide sufficient clearance for the upper portion of the yoke, while in Fig. 8 the lower key is nearer the end of the sills than the upper one, for a like reason. fn Figs. 1, 2 and 3 the keys are shown, one directly above the other, and are located well back from the end of the sills, the side walls 23 of the buffer element being correspondingly prolonged'.

This latter arrangement is intended-for use in connection with the shorter forms of draft gear, such as the well known Cardwell gear, which is outlined in Figs. 15 and 16. When this form of construction is followed a filler block 36 is slidably fitted between the keys 31, 32 and is interposed between the end of the coupler butt 21 and the forward follower of the draft gear', and may be provided with forwardly facing shoulders 37, 38 for normally engaging the keys 3.1, 32 and transmitting thereto the vstresses of draft. Under buiiing stresses the block 36 moves backwardly with the coupler butt, as indicated in Fig. 2, causing the compression of the gear.

Draft stresses are transmitted to the car sills through the keys 31 and 32, or 33, and these stresses may be lapplied either directly tothe keys as shown in Figs. 1 and 2 or there may be formed on the side walls 23 of the As plainly shown in Figs. 15 and-16 the draft sills 24, 24 are provided with instanding longitudinal ledges, here preferably taking the form of foot flanges, upon which the draft gear 40 rides. Preferably the varying portions ofthe gear elements will conform to the uppersurface of this ledge. As shown,the ledge 41, being a mere flange formed inthe rolling of the sill, has an inclined upper face and the bottomof the gear casing is correspondingly inclined. ln the practice heretofore prevailing the draft gear yoke 42 has slidingly rested upon a saddle bar secured tothe two draft sills and has supported the gear. fn the present construction the gear being supported directly'by the sills, such saddle barniay be dispensed with and the top member of the yoke will rest directly upon it. y

In assembling, the buffer element is not applied until the draft gear is inl place. The gear may be thrust in longitudinally between the sills, carrying'withrit the'yoke 42. rllhe buffer element may now be inserted and-its retaining keys fitted in place.' lThe coupler` 21 may now be thrust in and secured to the yoke in the usual manner as by a keyv 43.*-

l/Vhile preferred forms of construction have been shown and described, the invention is of sufficient scope to .include Aany form which provides for thereinovable attachment of a buliing element. f V

I claim as my invention:

1. A .buflingcasting for1 railway cars, such casting being apertured to form a throat for a'draw-bar and havingbackwardly extending apertured side plates adapted to fit against the draft sills. of4 a car, such sills being provided with :apertures registering with the side plate apertures, and keys adapted to pass through the apertures of the plates and the draft sills.

-2. A bufhng casting for railway cars, such casting being apertured kto form a throat for a vdraw-bar and having backwardly extending apertured side plates adapted to ht against' the draft sills of a car, draft-lugs carried by such plates, and keys adapted to'y lll) against the draft sills of a car, a top plate connecting the side plates, and keys adapted to pass through the apertures ofthe plates and the draft sills, the latter being correspondingly apertured.

4. A buing casting for railway' cars, such casting being apertured to form a throat for a draw-bar and having backwardly eX- tending apertured side plates adapted to fit` against the draft, sills of a car, a shoulder for abutting against an end sill of the car, and keys adapted to pass through the apertures of the plates and the draft sills, the latter being correspondingly apertured.

A butling casting for railway cars, such casting being apertured to form a throat for a drawbarrand having backwardlyA extending apertured side plates adapted to fit against the draft sills of a car, keys adapted for detachably securing the side plates to such sills, and a filler block slidably mounted between the side plates and the keys for transmitting bulting stresses from a draw-bar to a draft gear.

6. A builing casting for railway cars, sych casting being apertured to form a throat for a draw-bar and having backwardly extending apertured side plates adapted to iit against the draft sills of a oar, keys adapted l for detachably securing the side plates to such sills, and a ller bloek slidably mounted between the side plates and the keys for transmitting buliing stresses from a draw-bar to a `draft gear, such block having shoulders for enga-ging the keys to transmit draft stresses thereto.

7. In a railway car in combination, an endV sill, a pair of center sills extending under the end sill, a bufling element bearing on the end sill and having extensions bearing on the sides thereof, the buiting element being secured in place by keys passing through the center sills and such extensions. 8. A buiiing element for railway cars adapted to loosely bear against the end and center sills of a car and having rearward extensions for engaging the side faces of the center sills, such extensions being aper-l tured for the reception of attaching keys. 9. In a railway car, in combination, a pair of draft sills each having an instanding horizontal ledge, a draft gear slidingly supported on such ledges, a buiing block, and a pair of keys for removably securing the block to the sills and for transmitting draft stresses to such sills.

In testimony whereof I aiiix my signature.

LEWIS T. CANFIELD. 

